Carbureting apparatus



Jan. 17, 1928.

M. E. CHANDLER CARBUHETING APPARATUS Filed July 9. 1923 Patented Jan.17,1928.

UNITED STATES PATENT OFFICE.

HILTON E- OEAHDLER, OF CHICAGO, ILLINOIS, ASSIGNOB TO S'IBOMBEBG MOTOR,

linvrcns 00., or cnrcaeo,

ILLINOIS, A CORPORATION 01 ILLINOIS.

cansunnrmo arrnna'rus.

Application filed July 9,

My invention relates to carbureting apparatus, and has particularreference to that class of carbureting devices generall known as startercarburetors i. e., in w ich the mixture is created in the fuel supplytank or other fuel reservoir, as by bubblin air u through the body offuel therein, om w ich the resulting mixture is conducted to the intakemanifold.

The fundamental object of my invention is to provide carburetingapparatus of this class which will be automatically, responsive tosuction conditions existing in the intake manifold. Where there is noautomatic control in carbureting devices of this class the quantity ofrelatively rich mixture from the supply tank will decrease as thethrottle is opened and the manifold vacuum falls. If the hand operatedcontrol valve, or other preliminary adjustment, is o ened upsufliciently to take care of this con ition, the discharge of thecarbureting device is too rich when brought back to the closed throttlecondition. y the provision of the present automatic control mechanismthe quantity of mixture will increase as the throttle is opened and themanifold vacuum falls. Conversel with a high manifold vacuum produced bya substantially closed throttle, the resent control mechanism willreduce the e ectiveness of the connection to the starter carburetor andlet in a relatively small quantit of the mixture from the suppl tank. Te present control mechanism thereb fulfills the object of making theflow to this starter carburetor directly responsive to movement of themanifold throttle.

A further object of the invention is to provide automatic controlmechanism which will have a thermal function responsive to variations oftemperature under the hood for controlling the flow of mixture from thesupply tank to the manifold.

e erring to the accompanying drawing illustrating a preferred embodimentof my invention, theintake manifold of the engine as indicated at 1 andthe conventional carburetor for supplying mixture to this mani- 50 foldis indicated at 2. This carburetor has me. Serial No. 050,350.

the usual throttle valve 3, and the mixture outlet end is provided witha bolting flange 4 adapted for attachment to the bolting flange 5 of theintake manifold 1. The present carbureting apparatus can be connected asto the mixture passageway, preferably at any omt posterior to thethrottle 3. For expe ency of installation I prefer to connectthiscarbureting ap aratus to a collar or like member 6, pre erably havingthe same configuration as the bolting flanges 4 and 5, and boltedbetween these flanges.

A nipple 7 screws into the side of the collar or spacer 6 foreffecting'communication with the mixture passageway, and 66 threadedonto the outer end of this nipple is a tubular casing 8 containing theautomatic valve mechanism for controlling the carburetor. The nipple 7communicates with an annular chamber 9 in the casin 8, and this chamber9 communicates throng a central tube 11 with a lower annular chamber 12.This lower chamber 12 communicates with the main fuel supply tank 13through a plug connection 14 and a tube 15 15 leading back to the supplytank. The end of the tube 15 opens into the fuel tank 13 through a checkvalve 16 controlling a port 17 opening into a dome shaped ca 20 on theupper part of the fuel tank. he check valve 16 permits the ready flow ofmixture from the supply tank up through the pipe 15, but prevents theentrance of a back fire into the supply tank from the intake manifold.The dome like cap 20 disposes the g inlet port 17 up out of the fueltank where there will be no possibility of drawing raw fuel even withthe tank full. This arrangement also minimizes the possibility ofdrawing raw fuel when the level in the tank is go sharply inclined orwhen a surge or splash occurs.

The creation of a fuel vapor in the 11 per part of the supply tank 13 isstimulate by admitting atmosphere below the surface of the fuel througha pipe 18. The pipe 18 leads down from the top of the fuel chamber whereit has communication with atmosphere, and is extended along the bottomof the tank for emitting bubbles of air through the plurality of ports19 in its upper wall. By extending the tube 18 through practical y thelength of the tank and providing this tube with a multiplicity of ports19 a large area of fuel is subjected to the ebullition caused b therising air bubbles, whereby ample fue vapor is created in the upper partof the supply tank. A restricted port 21 in the upper part of the tube18 admits atmosphere above the fuel level for iving the necessarypressure head to the ucl for feeding to the vacuum fuel tank or to thecarburetor when the present starter carburetor is not in operation. Inthis regard, I wish to mention that the main fuel supply tank is not theonly reservoir in which the fuel vapor for the starter carburetor can beformed, as the desired volume of fuel for obtaining this bubblingcarburetin action might be obtained in a vacuum fee tank, or in aspecial reservoir for the purpose located adjacent the dash or at anyother convenient omt. p The resent carbureting apparatus is thrown intoand out of operation through the operation of a suitable valve 22interposed in the vapor conduit 15. The valve 22 is rotated throu h themanipulation of any suitable contro member on the dash 23, such controlmechanism being diagrammaticall rod 24 iaving the operating button 25 onits outer end, and connected at its inner end to a crank arm 26 of thevalve 22.

Referrin now to the automatic regulating action responsive to manifoldsuction, it will be observed that the tube 11 has a vertically slidinfit in the valve casing 8. The upper end of the tube 11 has a pluralityof ports 27 which remain in communication with the chamber 9 andmanifold 1 through all ositions of the tube 11. The lower end of t etube 11 has'variable communication with the chamber 12 and tube 15through a ta ering notch 28 which is adapted to be cut olf duringdownward movement of the tube 11 by a long tubular guide 29 which formsthe bottom of the chamber 12. This tubular guide threads into a reducedboss 31 formed on the bottom of the casing 8, and by screwing thistubular guide up or down in this boss the upper edge of the guide may bedisposed at any desired point relative to the notch-like port 28 fordetermining the initial opening of this port. A check nut 32 screws overthe outside of the tubular guide 29 and locks the guide in any adustmentin the boss 31. The valve tube 11 is guided in its reciprocating motionin the upper end of this tubular guide 29, the lower end of the valvetube 11 having a nut 33 screwed into the end of the same and this nutmoving in a counter-bore 34 in the tubular guide 29. The nut 33 servesas a limiting step for the upward movement represented by thereciprocatingof the valve tube 11, and also as an abutment for the upperend of a compression spring 35 which bears at its lower end against aplug 36 threaded into the lower end of the tubular guide 29. This plug36 can be screwed up or down to vary the pressure of the sprin 35, acheck nut 37 screwing over the re uced portion 36' of this plug servingto lock the latter in any ad ustment in the tubular guide.

The valve tube 11 is caused to rise and fall with the variations inmanifold suction under the actuation of a suction .res onsive element inthe enlarged u per cham er 38. This suction responsive element may be aflexible diaphragm, or an expansible metallic bellows as shown at 39.[be up )9! end of the valve tube 11 screws into a tireaded boss 41carried on the lower end of the bellows 39, and the upper end of thebellows has a threaded plug 42 which screws into a socket 43 in theupper cap 44. This cap screws down against a flan e 45 on the upper endof the casin 8 witE a packing ring interposed, so that t e chamber 38 isclosed to atmosphere. This chamber is therefore subject to the suctionprevailing in the manifold 1, whereb the expansion and contraction ofthe be] ows 39 will result as a direct function of this suction. As aresult of the action of the bellows 39, with a high manifold vacuum theopening of the va ve port 28 will be comparatively small, so as tolet inonly a small amount of mixture through the conduit 15. However, at thebeginning of the starting operation a large opening (if the mixture port28 is obtained. This ollows from the fact that with the engine inert thespring 35 retains the port 28 wide open, and owing to the in ertia ofthe mechanism and the time re quired to build up the necessary operatingsuction on the chamber 38, there Wlll be an appreciable time during thestarting operatlon when the port 28 will be substantially wide open fortransmitting an ample charge of mixture for starting. As the throttle isopened for bringing the engine up to s cod, and the manifold suctiondrops, the be lows 39 will contract, with consequent opening of thevalve port 28,- whereby an additional supply of mixture will beavailable to take care of the greater speed of the engine.

When a t ermal control is desired the bellows 39 is filled with a as, ora vapor producing liquid, which wil? be quickly influenced by changes oftem erature occurring beneath the engine hoo Thus, as the englne warmsup and the necessity for a relatively rich starting mixture diminishesthe heat causes the bellows 39 to expand and reduce the effectiveopening of the valve port 28. Conversely, when the on he is cold thecontraction of the bellows wil brin a larger part of the valve port 28above t e end of Ill) the tubular guide 29. Where it is not desirable tohave the bellows 39 responsive temperature the same may be filled withair or some inert gas having a minimum thermal expansion andcontraction, or the chamber 38 may be provided with a heat insulatinglining.

Another method of securing this thermal control is to employ abi-metallic or other form of thermal strip 46, and have this thermalelement control the admission of a bleed port opening into the tube 15.In the diaammatic arrangement shown, the one end of the thermal link 46is secured to the tube 15 at 47, and the other end supports a taperedvalve pin 48 which plays 1n a valve port 49 in the wall of the tube,this valve port being adapted to bleed atmosphere into the tube when theheat under the en ine hood ex ands the thermal link 46 and IOWS the vave 48 upwardly and outwardly of the port 49. A lowering of the heatunder the engine hood, of course results in the bowing of the member 46in the opposite direction with consequent diminution or closure of theopening 49.

1. In combination, an intake manifold supplying mixture to an internalcombustion engine, a carburetor connected to said manifold, a fuelsupply tank feedin fuel to said carburetor, a conduit leading rom saidntake manifold to said supply tank, means for admitting air to saidsupply tank, said conduit being adapted to draw a mixture of fuel andair from said tank to said intake manifold, a valve, and meansresponsive to suction and temperature for adjusting said valve forcontrolling the transmission of suction to said fuel supply tank.

2. In combination, an intake manifold, a carburetor connected thereto, afuel supply tank feeding to said carburetor, a conduit leading from saidmanifold to said supply tank, an air inlet to said supply tank, saidconduit being adapted to draw a mixture of fuel and air from said tankto said intake manifold, a valve controllin the effective area of saidconduit, a suction responsive device controlling said valve, a secondvalve controlling the transmission of suction to said supply tank, andthermally responsive means controlling said second valve.

3. In combination, a mixture passageway, a fuel reservoir, a conduitleading from said mixture passageway to said reservoir, said conduitbeing adapted to draw a fuel mixture from said reservoir to said mixturepassageway, a valve for controlling the transmission of suction to saidfuel reservoir, and an expansion bellows responsive to the suction insaid mixture passageway for actuating said valve.

4. In combination, an intake manifold, a carburetor connected thereto, afuel supply tank feeding to said carburetor, a conduit leading from midintake manifold to said supply tank, said conduit being adapted to drawa fuel mixture from said tank to said intake manifold, a valve operableto control the effective area of said conduit, and an expansible bellowsres onsive to the suction prevailing in said inta e manifold foractuaing said valve.

5. In combination, a. mixture passageway, a fuel reservoir, a conduitleading from sald mixture passageway to said reservoir, said conduitbeing adapted to draw a fuel mixture from said reservoir to said mixturepassageway, an air bleed port opening into said conduit, a valvecontrolling said air bleed port, and thermally responsive meanscontrolling said valve.

6. In combination, a carbureting passageway, a fuel reservoir, a conduitconnecting said fuel reservoir with said carbureting passageway, andsuction regulated valve means responsive to the suction in saidcarbureting passageway for controlling the volume of fuel flow throughsaid conduit.

7. In combination, a carbureting passageway, a fuel reservoir, a conduitconnecting said fuel reservoir with said carbureting passageway, a valvecontrolling the volume of fuel flow through said conduit, and meansresponsive to the suction in said carbureting passageway for actuatingsaid valve, said suction responsive means being operative to control theflow of fuel inversely to the suction in said carbureting passageway.

8. In combination, a carbureting passageway, a fuel reservoir, a conduitconnecting said fuel reservoir with said carbureting passageway, a valvecontrolling the volume of flow through said conduit, and valve operatingmeans responsive to the suction in said carbureting passageway forreducing the flow of fuel to said carbureting passageway when thesuction therein is relatively high, and increasing the flow of fuel whenthe suction therein is relatively low.

9. In combination, an intake manifold, a fuel reservoir, a conduitconnecting said fuel reservoir with said intake manifold, and suctionresponsive means for increasing the effectiveness of the manifoldsuction for drawing fuel through said conduit when said manifold suctionis low, and for decreasing the eifectiveness of the manifold suction fordrawing fuel through said conduit when said manifold suction is high.

10. In combination, an intake manifold, a main charge forming device, astarter charge forming device adapted to deliver a much richer mixture,an automatic pressure sensitive valve for varying the effectiveconnection between said starter device and the manifold, and the meansfor sub'ecting said valve to the suction in the mani old.

11. In combination, an intake manifold, a

main char forming device, a. starter charge dash control valve in serieswith said autoforming eviee adapted tq deliver a much matic valve forcompletely disconnecting richer mixture, an eutomatic ressure sensithestarter.

tive valve for vs. mg the e eetive connec- In witness whereof, Ihereunto subscribe I tion between sai starter device and the my namethis 16th day of June, 1923.

manifold, means for subjecting said valve to the suction in themanifold, and a manual MILTON E. CHANDLER.

main char forming device, a starter charge forming evice adapted todeliver a much 1,ese,aee

dash control valve in series with said automatic valve for completelydisconnecting the starter.

In witness whereof, I hereunto subscribe my name this 16th day of June,1923.

MILTON E. CHANDLER.

DISCLAIMER 1,656 369-Milt0n E. Chandler, Jhicago, Ill. CABBURETINGArrana'rns. Patent ated Jan 17 1928. Disclaimer filed August 10, 1932,by the assignee,

Bendiz'St erg bcrburetor Company.

Hereby enters this disclaimer to claim 9 of said patent, which claim isin the following words, to wit:

"9. In combination an intake manifold, a fuel reservoir, a conduitconnecting said fuel reservoir with said intake manifold, and suctionres naive means for increasing the efiectiveness of the manifold suctionfor drawing uel through said conduit when said manifold suction is low,and for decreasing the effectiveness of the mixifgld suction for drawingfuel through said conduit when said manifold suction s .1)

[Qfiicial Gazette September 6, 1982.]

DISCLAIMER 1,656 369-Milkm E. Chandler, Chicago, Ill. Cmnunn'rmeAPPARATUS. Patent eted Jan 17, 1928. Disclaimer filed August 10, 1932,by the assignee, Bendix Strom erg Carburetor Company. Hereby enters thisdisclaimer to claim 9 of said patent, which claim is in the followingwords, to wit:

"9. In combination an intake manifold, 0. fuel reservoir, a conduitconnecting said fuel reservoir with said intake manifold, and suctionres nsive means for increasing the effectiveness of the manifold suctionfor drawing uel through said conduit when said manifold suction is low,and for decreasing the effectiveness of the miinggld suction for drawingfuel through said conduit when said manifold suction is I! [QfiicialGazette September 6', 1932.]

